Suspended railway car dampening controlling coupling mechanism



United States Patent [72] Inventor [54] SUSPENDED RAILWAY CAR DAMPENINGCONTROLLING COUPLING MECHANISM 19 Claims, 14 Drawing Figs.

[52] US. Cl 104/95,

[51] Int. Cl. B6lb 3/02, B6lb 13/04, B6lb 1l/02 [50] Field ofSearch104/89, 91,

Edwards et a1. 293/60 3,055,314 9/1962 Cox 105/150 3,060,867 lO/l962l-Iolmquist 105/145 3,064,585 1 H1962 Ewing, Jr. 104/93 3,106,17110/1963 Julien 105/164X 3,208,402 9/1965 Bingham 105/133 3,353,49811/1967 Davis 104/89 FOREIGN PATENTS 486,477 9/1952 Canada 105/148Primary Examiner-Arthur L. La Point Assistant Examiner-Howard BeltranAttorney-William H. Maxwell ABSTRACT: This invention relates to monorailsystems wherein sectional vehicles are suspended from tracks for highspeed transportation, it being a general object of this invention toprovide cooperative section and intervehicle couplings and controlstherefor. More particularly, this invention relates to the intercar andintervehicle unit coupling of articulated car bodies that are suspendedso as to depend individually from track supported trucks, this inventionproviding for controlled articulated coupling together of sectionalmonorail vehicles and providing related sway stabilizing controlsoperable for distinct purposes when the vehicles are underway ascompared with loading and unloading when the vehicles are stopped atstations.

Patented Dec. 1, 1970 Sheet L of 4 ||&

INVENTOR.

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ffil/ 7M Patented Dec. 1, 1910 I 3,543,687

' Sheet 5 of4 INVENTOR. Zoya 24257 u/rn/mwdf Aaewr Patented Dec. 1, 19703,543,687

Sheet 4 014 VENT SUSPENDED RAILWAY CAR DAMPENING CONTROLLING COUPLINGMECHANISM Monorail transportation requires the erection of track andsuspension of one or more sectional vehicles from said track, as setforth and claimed in my copending application Ser. No. 504,501, filedOct. 24, 1965 and .issued as U.S. Pat. No. 3,361,084, on Jan. 2, 1968and entitled MONORAIL STRUCTURE AND SYSTEM CONTROL. The track ischaracterized by elongated members that span from one support toanother, and the vehicles comprise independently suspended cars that areintercoupled so as to establish articulated vehicle units, there being atruck at the opposite ends of each car, and characteristically a singletruck at and common to the opposed and coupled ends of adjacent cars.There is access for the passengers to movethroughout the train from onecar to the next, and from one articulated vehicle unit to the next. Itis the intercar coupling and intervehicle unit coupling and controlstherefor with which the present invention is primarily concerned.Accordingly, the said intercar and intervehicle unit coupling andcontrols of the present invention provide for the necessary freedom ofmovement between the cars during movement of the trains, whilestabilizing the cars independently against sway when at rest and subjectto unbalance as caused by loading and unloading and external forces.

An object of this invention is to improve coupling and stabilizingcapabilities of free suspension track supported cars of the type underconsideration, whereby damped free suspension is provided during highspeed movement of vehicle units made up of such cars, and wherebystabilized suspension is provided during arrestment thereof at stations,all of which is accomplished in the intercar and intervehicle unitcoupling controlled as hereinafter described.

Another object of this invention is to provide a bogie or truck controlthat is responsive to unbalance and/or displacement of a car from thevertical, and which independently affects the opposite sides of thesuspension related thereto so as to move the car toward an erectvertical disposition, despite any'unbalance as may be caused fromloading and external forces.

It is also an object to provide a bogie or truck wherein the wheels atopposite sides thereof are independently sprung and are in each instanceindependently operable with respect to the vehicular load, all to theend that unbalanced loading can be compensated for.

It is still another object of this invention to provide improvedcoupling features in a bogie or truck of the character referred towherein sway asbetween the cars or vehicle body sections is minimizedand whereby sway of the cars is regulated as related to loadingplatforms and the like. To these ends, means is provided to minimize caror intersection sway; and means is provided to independently positioneach car relative to the plane of the supporting track member oradjacent loading platform, as circumstances require. Further, theintercoupling of cars is made with a protective feature that preventsthe jamming together of separate cars and/or vehicle units. 1

Further, it is an object of this invention to provide dual action bungeeunits that relate individually to the truck to car suspension, theintercar coupling, and to the iritervehicle coupling, and tocooperatively relate the actions of said bungees so as to control thesuspension of the car to permit limited freedom during travel andconversely a stiffening toward the perpendicular during arrestment atstations and the like.

The various objects and features of this invention will be fullyunderstood from the following detailed description of the typicalpreferred form and application thereof, throughout which descriptionreference is made to the accompanying drawings in which: 1

FIG. 1 is a side elevational view of the monorail structure showing thevehicle units thereof suspended from the track member by means of bogiesor trucks and coupled together in accordance with the invention.

FIG. 2 is a typical cross-sectional view of the vehicle body and takenas indicated by line 24 on FIG. 1, and also illustrating the independentsuspension of the separate cars.

FIG. 3 is a sectional view showing the soft movement restrictivecondition to which the bungee means is subjected by the application oflow fluid pressures thereto.

FIG. 4 is a sectional view showing the stiffened movement restrictivecondition to which the bungee means is subjected by the application ofmediurn fluid pressures to the larger diameter cylinder thereof andinopposition to the low fluid pressures applied thereto.

FIG. 5 is a sectional view showing the braced and centered condition towhich the bungee means is subjected by the application of high fluidpressures to the larger diameter cylinder thereof and in oppositiontothe low fluid pressures applied thereto.

FIG. 6 is an enlarged detailed view of one of the bogies or trucks shownin FIG. 1, with portionsr emoved to show further construction, and thecoupled cars of the vehicle shown in section.

FIG. 7 is a plan sectional view showing a portion of the structure andtaken as'indicatedbyline 7-7 on FIG. 6.

FIG. 8 is a plan sectional view showing a portion of the structure andtaken as indicated byline 8-8 on FIG. 1.

FIG. 9 is a detailed fragmentary view taken as indicated by line 9-9 onFIG. 8;

FIG. 10 is a detailed fragmentary view taken as indicated by line 10-10on FIG. 6.

FIG. 11 is a diagram illustrating the controls and cooperativerelationship of the bungee means as related to the structuresconditioned thereby.

FIG. 12 is an enlarged view of the bungee means, similar to FIG. 3,illustrating the chambers therein which are occupied by liquid asdistinguished from gas or air.

FIG. 13 is also an enlarged view of the bungee means, similar to FIGS. 4and 5, illustrating the chambers therein which are occupied by liquid asdistinguished from gas or air; and

FIG. 14 is an exploded perspective view of the separate swings of thecoupling means for suspending opposite car ends.

This invention relates to monorail transportation of the type wherein asectional vehicle V is suspended from a support by bogies or trucks T.The vehicle V and the support can take many forms and in accordance withthis invention involves sectional vehicle units suspended from a dualtrack support wherein there are laterally spaced tracks 10 upon whichthe trucks T operate; and the trucks T are unique as they relate thesupport and controlled coupling features all as hereinafter described.

As is best illustrated in FIG, 1, the monorail system involves a trainof sectional vehicles .V, each a vehicle V made up of articulatedsections or cars 11 depended from a series of spaced trucks T. Asindicated, there is a truck Tat each end of the vehicle and there is atruck T at the jointure of adjacent sections or cars thereof. It is tobeunderstood that the number of cars and the manner of propulsion canvary widely as circumstances require. The cars are provided withpropulsion means A, preferably in the form of a prime mover 12, relatedto the truck T and adapted to controllably effect travel of the vehicleV, to accelerate the vehicle, to maintain cruising speeds thereof, andto decelerate thevehicle through dynamic braking as well as throughconventional friction braking (not shown).

The monorail support is preferably a continuous wide flange or I-beamcross section as is shown. The support involves-a beam structure whereinthere are upper and lower cap members 15 joined by one or more webs 16.The I-beam shaped support presents the tracks 10 on the outwardlydisposed flanges or caps 15. The support is'comprised of beam membersarranged in abutted relationship, there being a depending hangar 17 (seeFIG. 1) of high tensile, having hook-shaped elements projectingoppositely so as to simultaneously engage the abutted beams. The beamsarearranged in alinement so as to be continuous, one from the other.

The vehicle V, is essentially, a lightweight fuselage structure of rigidformation, being comprised of a monocoque shell 18 supported from ahorizontally disposed frame 19 and having a floor 20 supported in theshell and suspended and trussed by depending rods 21. The rods 21 arevertically disposed and carry the weight of the floor. The shell 18 is aself-reinforced envelope adapted to maintain its initially formedconfiguration, with suitable windows, doors, and other necessaryopenings therein.

The bogie or truck T involves, generally, a frame F, two pairs ofsupporting wheels B, a lever support C for each of the wheels B, biasmeans D for each lever C carrying the vehicle V through engagement ofthe wheel B upon the track 10, depressor means E engaged beneath thetrack and opposed to the wheel B, and height control means l-lestablishing a plane of movement of the vehicle. Additionally, theinvention is characterized by intersection or car couplingmeans G, andby sway control means S and bungee means K therefor.

The frame F can vary in its mode of construction and is a rigidstructure embracing the track member, and which comprises transversecrossmembers 22 disposed beneath the track to rigidly space side members23 that shiftably support the vehicle. The truck T involves fourindependently sprung wheels B and accordingly the frame provides for theaccommodation of four independently operable lever supports C and biasmeans D. Therefore, the frame has a standard 24 extended upward fromeach opposite end of the side member 23, there being two standards 24 ateach side of the frame to pass alongside the track l0.

The supporting wheels B are provided in pairs, there being a pair ofwheels B at each side of the frame F, preferably pneumatic tired andusing a common type of casing 25. It is to be understood that flangedtrain wheels (not shown) can be employed, in which case the track 10 isa railroad-type track. As is preferred, the first mentioned pneumaticwheels B are employed and each is journaled in an axle and traction unit26 in which there are wheel bearings (not shown) and from which anarticulated drive shaft 27 projects horizontally from hypoid gearing.The drive shaft is engaged to revolve the wheel through said gearing(not shown) and is coupled to the prime mover 12, there being universaljoints 28 at both ends of the drive shaft 27 and said shaft telescopedso as to permit movement of the wheel B relative to the truck T.

The lever support C is provided at each wheel B and is a leading and/ortrailing arm type of support. Accordingly, the support C involves alever 30 pivoted on the standard at 31 so as to revolve on a transverseaxis, spaced from and parallel to the wheel B axis.

The bias means D for support of the truck T from the wheel B is a fluidspring which is shown and which is employed for the advantages derivedfrom its self-leveling action, and preferably an air spring that can becharged so as to compensate for changing loads imposed by the weight ofthe vehicle. To this end I have shown an air spring comprising a shell37 with a head having a socket 38 swivelly engageable with the supportlever 30, and a diaphragm 39 for support upon a member of the heightcontrol means H. In practice, the air spring includes the usual supplyline 39' and sensing elements (not shown) such as a weight sensitive airpressure regulation device responsive to the weight imposed upon thetrucks T as and when the cars 11 are loaded.

The depressor means E is provided in accordance with the presentinvention to force the wheel B into engagement with the track 10, and istherefore a pressure exerting means. The said means E is embodied in apilot wheel 40 that tracks beneath the track 10. As is shown, the pilotwheel 40 rides along with its mated supporting wheel B and to this endthe wheel as is carried from the traction unit 26, as by a leg 42 thatdepends from the unit to carry the wheel 40 on a transverse axisbelowsaid track. In carrying out the invention, the pilot wheel 40 ismovable relative to the wheel B and is carried upon a leading and/ortrailing arm 43 that is shiftable so as to alternately move the pilotwheel into and out of rolling engagement with the underside of the track10. Accordingly, means is provided to shift the arm 43 and preferably acylinder and piston means 44 that extends between the arm 63 and leg 42.in practice, the means 44 is normally biased with a low operatingpressure to lift the pilot wheel 40 into light pressured engagement withthe track; and is adapted to be variably increased in bias increasinglyto pull against the track so as to oppose wheel B. According to thepresent invention, the pilot wheel 60 is biased by high-pressure fluidapplied to the cylinder and piston unit 44, so as to apply clampingpressure to pull against the opposed wheel B, thereby causing the wheeland supported truck T to be depressed.

The intercar coupling means G is unique with the present invention andcomprises separate swings for suspending the opposite ends of the cars11, and a universal therefor in each instance. The swings 70 aredisposed to hang universally from the center of the truck T and arecarried on a cross 72 with swing supporting trunnions disposed on a foreand aft axis of rotation at the center plane of the structure and withsupported trunnions disposed on a normally related transverse axis ofrotation. In practice, the swings 70 at the juxtapositioned end of twocars 11 are faced so as to slide one against the other, and withregistered arcuate openings 76 at the lower end portions thereof,described concentric with the pivot 72. A link-bolt 73 extends throughthe openings 76 and has heads and/or nuts or shoes slideably engagedwith opposite sides of the swings, in order to keep them from separatinglongitudinally, while they remain independently movable to swinglaterally. The connection of the link-bolt with the swings can befrictional so as to have a snubbing action.

The universal 75 comprises an inverted tee 77 carried upon a transversesaddle 78, there being oppositely faced universals and one at the lowerend portion at each of the two slideably related swings 70. In practice,the saddle is a hook-shaped bearing having a throat of sufficientcapacity to receive the transverse shaft of the tee 77, and having anopen center to permit revolvement of the vertical shaft of the tee.Keepers 79 are provided to prevent lifting of the tee 77 from thesaddle, as shown. The other axis of the universal 75 is provided in thevertical shaft of the tee, normal to the axis of the transverse shaft,and which provides a thrust shoulder 77' for the support of a tongue 77projecting from the car 11, and with a bearing opening to engage oversaid vertical shaft. A keeper in the form of a nut is provided toprevent lifting of the tongue, as shown, and all to the end that the car11 is captured against lifting, even when the keepers are removedwhereupon the car rests upon the universal 75.

From the foregoing, it will be seen that the multiplicity of cars 11 areindependently suspended on the swings 70 and are subject to sway andmovements that can be in opposition. Therefore, a sway control means Sis provided and which characterizes this invention, having a pluralityof functions as follows: Firstly, the means S normally damps unduerelative motion between the cars 11; and secondly, the means S can behydraulically conditioned to brace the cars 11 relative to each otherand as related to the trucks T. Accordingly, the means 8 involves thecooperatively related structure of the swings 70, a sway controlstructure 80 at the interconnections between cars 11 making up asectional vehicle V, and a sway control structure at theinterconnections between trains of said sectional vehicles V. It will beobserved that the structures at 70, 80 and d5 vary accordingly to therequirements imposed by the relative movement inherent in thearticulation of the otherwise freely suspended cars ill. However, thesway control means S involves a likeness at each of the said threefunctional areas, in that a common type of bungee means K is employed ineach instance. In principle, said bungee K is in each case a telescopiccylinder and piston device, or the like, normally conditioned to beoperated at a low accumulated fluid pressure so as to damp motion, andto be operated at a higher fluid pressure so as to be conditioned tocontrol and/or brace the cars 11 relative to each other and to thetrucks T.

As shown in FIGS. 3, 4 and 5, the bungee means K comprises opposedhydraulically controlled normally yielding dual cylinder and pistonmeans. The said bungees are alike and each is comprised of an innercylinder 91 and piston and rod 92, and an outer cylinder 93 and ram 94.In accordance with the invention the cylinder 91 and ram 94 are one andthe same part, the combination of bungees being telescopically relatedand with limited extensibility, having stops for the rod 92 and cylinder91 as shown. The outer cylinders are adjustably pivoted to a mounting orpart as by a ball socketed rod end bearing 95 while the rods 92 arepivoted to an actuable part as by a ball socketed rod end bearing 95",for example to the swing 70. Said adjustability of the outer cylindersis by means of a turnbuckle or the like, on the axis of the cylinder.The pairs of opposed cylinders 91 and 93 are independentlyinterconnected by hydraulic transfer lines 96 and 97 respectively, therebeing orifices restrictory beans 98 and 98' in said lines and at eachcylinder respectively;'and thus, the transfer of fluid transversely isrestricted in each instance.

In accordance with the invention, the inner cylinders 91 are suppliedwith fluid under suitable pressure from an accumulator or the like;while the outer cylinders 93 can be likewise supplied with fluidpressure the same as or equivalent to the first mentioned accumulatorpressure, or are forcibly extended by the application of a high fluidpressure from a valve controlled source. Accordingly, valves 101, 102and 103 are provided and operated so as to thereby extend the outercylinders 93 so as to center the bearings 95", and for one example theswing 70.

Referring particularly to FIG. 2 and to the suspension of a car 11 froma pair of spaced swings 70 and complementary universals 75, a bungeemeans K is operable between the truck T and closely related bearings95", the bearings being fixed to project from the swing 70 to receivethe two opposed piston rods 92. As shown, the adjustable ends of theouter cylinders 93 are pivotally anchored to each opposite side of theframe F. Consequently, when a normal low pressure is applied from anaccumulator to the tubular rods 92 to enter into cylinders 91, thisbungee means K is biased to telescopically move the cylinders 91 intothe cylinders 93 and whereby the transverse and restricted flow of fluidthrough the rods 92 has its damping effect. In practice, the same orequivalent pressure is normally applied to the cylinders 93, and to theend that the dual cylinder and piston unit (91, 92, 93 and 94) functionsin total as a bungee, (see FIG. 3). When a stiffening or an erectingand/or braced condition of the cars 11 is required, the valve 101 isopened to a source of high pressure fluid to be applied to the cylinders93 so that the bungee means K is stiffened. In practice, the cylinders91 are extended from the cylinders 93 and stopped at their limitedpositions, whereby a centered position of the swing 70 is reached andestablished (see FIG. 5).

Referring particularly to FIG. 7 and to the sway control structure 80 atthe interconnection between cars 11 making up a sectional vehicle V,. abungee means K is operable between opposite levers of a tongue 81, anddue to the opposite projection of said levers the bearings 95' arewidely separated. However, the said two bearings 95' operate essentiallythe same as if closely related and accommodate the special functions ofthe sway control structure 80 which is made and operates, as follows:firstly, the multiplicity of car sections 11 making up a vehicle V arecoupled together in spaced endto-end relation by means of the swings 70and universals 75, above described. Each end of a car section 11 isprovided with a tongue 81, one having a terminal ball coupling memberengaged in a terminal ball-socket in the other at 82. Cooperating withthe above described coupling of the car sections 11 (the swings 70 anduniversals 75) are the coupled tongues 81, each of which is universallyjoined to its car section 11 at the central plane thereof andnear thebottom of the vehicle. As is shown, the tongues 81 are. joined to theirrespective car sections 11 by means of universals 83 and they have leverportions that extend transversely to opposite sides of the car sectionends where they are engaged with the longitudinally disposed andlaterally spaced cylinder and piston units of the 4 4 bungee means K.The said tongues 81 are angularly related and normally depend, by actionof gravity, establishing a linkage that is operable through action ofthe bungee means K to control relative lateral movements between the carsections. Consequently, when a normal low pressure is applied from anaccumulator to the tubular rods 92 to enter into cylinders 91, thisbungee means K is biased to telescopically move the cylinders 91 intocylinders 93 and whereby the transverse and restricted flow of fluidthrough the rods has its damping effect. In practice, the same orgreater and/or intermediate pressure is normally applied from anaccumulator to the cylinders 93, and to the end that thedual cylinderand piston unit (91, 92, 93 and 94) functions in total as a stiffenedbungee (see FIG. 4). When increased stiffening or an erecting and/orbraced condition of the cars -11 is, required the valve 102 is opened toa source of high pressure fluid to be applied to the cylinders 93 sothat the bungee means K is stiffened. In practice, the cylinders 91 areextended from the cylinders 93 and stopped at their limited positions,whereby a centered position of the lever operated tongue 81 is reachedand established (see FIG. 5).

Referring particularly to FIG. 8 and to the sway control structure atthe interconnection between trains of sectional vehicles V, a bungeemeans K is operable between opposite sides of a retractile tongue 105which couples to a mating retractile tongue extensible from the end carof the next adjacent sectional vehicle V. The coupling of the vehicles Vis made and operates as follows: Firstly, the juxtapositioned ends ofadjacent cars 11 are joined by any suitable separable car coupling 99that permits the articulation expected of the independently suspendedcars, as hereinabove described. That is, the trains of cars 11 are in asense universally connected through the coupling 99 located as near aspractical to and centered at the level of the trucks T and the plane oftraction. Each end of a sectional vehicle V is provided with aretractile tongue 105 having mateable male and female coupling membersat the terminal and engageable ends thereof. The tongues 105 operate ina plane somewhat below the floor level of the cars 11, and in practicethere is a stepdown to the level of the tongues, the engageable endportions of the tongues being provided with platforms that form awalkway between the trains, when extended and coupled as shown in FIG.1.

The retractile tongue at the end of each train or vehicle V involves apivot 106, a positioning means 107, and one or more bungee means K.Primarily there is a bungee means K to control sway or side motion, andsecondarily there is a bungee means K to control roll. The pivot 106 isshown as a ball member fixed to project upwardly into the tongue 105,the tongue being a downwardly opening channel that is captured on andslides over the pivot. The inner end of the tongue 105 is attached tothe positioning means 107 which comprises a motor (cylinder and piston)having a rod end bearing universally connected thereto and having a rodand bearing universally connected to the frame of the car 11. The motorof means 107 is normally alined with the tongue 105 and is operable toretract the tongue and its platform through a slot and into the car 11,or to extend the tongue 105 and its platform for mated engagement withthe tongue and platform of the next adjacent train or sectional vehicleV. In practice, the motor of positioning means 107 is automated to beresponsive to the engagement and disengagement of coupling 99, so thatthe tongues 105 are extended when the cars 11 of the vehicles V arebrought together and vice versa.

The said tongues 105 are normally longitudinally disposed and aresubject to lateral movement when the cars 11 sway from side to siderelative to each other, the coupled tongues 105 of the adjacent carsform a single stiff and articulatable member. The inner end of eachtongue 105 is operably connected to the rod end bearings of oppositelaterally disposed bungee rods 92, while the outer cylinders 93 areuniversally anchored to opposite sides of the car 11 by the rod andbearings 95. Consequently, when a normal low pressure into cylinders 91,this bungee means K is biased to telescopically move the cylinders 91into the cylinders 93 and whereby the transverse and restricted flow offluid through the rods 92 has its damping effect. In practice, the sameor greater and/or intermediate pressure is normally applied from anaccumulator to the cylinders 93, and to the end that the dual cylinderand piston unit (91, 92, 93 and 94) functions in total as a stiffenedbungee (see FIG. 4). When a firming up or an erecting and/or bracedcondition of the cars 11 is required, the valve 103 is opened to asource of high pressure fluid to be applied to the cylinders 93 so thatthe bungee means K is stiffened. In practice, the cylinders 91 areextended from the cylinders 93 and stopped at their limited positions,whereby a centered position of the tongue 105 is reached and establishedat each car 11 (see FIG. 5).

The roll control of the tongue 105 and its platform is effected byspaced equalizing bungee means K one unit thereof being positioned ateach side of the extensible platform. In practice, the opposite marginaledges of the platform slide through bifurcated guides that arepositioned by the rods 92 of the two spaced bungee units. As shown, thebungee units are vertically disposed and are hydraulically operated asare the other bungee means hereinabove described, thereby damping andstiffening the movements and/or positions of the tongues and matedplatforms.

With the monorail trucks T and suspended cars 11 as hereinabovedescribed with the sway control means S incorporated therein,substantially free and damped motion control is effected during runningconditions ofthe trains while stiffening, or an erecting and/or bracedcondition thereof is effected when circumstances require, as whenstopped at a station for loading and unloading. In other words, areconditioning is effected so as to increase the stability when thesectional vehicles V are at rest. In accordance with the invention, thesway control means S involves the cooperative and/or interconnectedoperation of the truck bias means D, the truck depressor means E, andthe several bungee means K as they are related to their respectiveoperable structures 70-75, 80 and 85.

Referring now to the diagram FIG. 11, the normal running conditions forthe cooperatively related vehicles V made up of the coupled and freelysuspended cars 11 is as follows: The rods and pistons 92 and cylinders91 of the bungee means K connected with the swings 70 are supplied withfluid pressure from one or more low-pressure accumulators 110, while thecylinders 93 and rams 94 thereof are supplied with fluid pressure fromone or more low-pressure accumulators 111. Reference to accumulators isto include any equivalent fluid pressure source. The rods and pistons 92and cylinders 91 of the bungee means K connected with the structures 80are supplied with fluid pressure from one or more low-pressureaccumulators 112, while the cylinders 93 and rams 94 thereof aresupplied with fluid pressure from one or more medium-pressureaccumulators 113. The rods and pistons 92 and cylinders 91 of the bungeemeans K connected with the structures 85 are supplied with fluidpressure from one or more low-pressure accumulators 11 1, while thecylinders 93 and rams 94 thereof are supplied with fluid pressure fromone or more medium-pressure accumulators 115. In practice, the bungeemeans K connected to the roll control of tongues 105 can be suppliedwith fluid pressure from the said low-pressure accumulators 114.Consequently, it will be seen that the multiplicity of bungee means Kare supplied with fluid biasing pressures as circumstances require.

Referring now to the forcible extension of the multiplicity of bungeemeans K, high-pressure fluid is applied thereto, as follows: Ashereinabove described each principle bungee means K is or can besupplied with high pressure from a control valve 101, 102 and 103, asshown. Reference to supply of high pressure is to include any fluidpressure supply. In practice, valves 101, 102 and 103 are each a checkvalve with regulated pressure return and disposed in a highpressure linefor free flow on the application of pressure and operable to regulatepressure on return of fluid to said high pressure line. Accordingly, Iprovide a main high-pressure valve 116 that is opened, mechanically,electrically or otherwise, when circumstances require the abovedescribed stiffening of the multiplicity of bungee means K, as whenentering a station. In each instance the high-pressure line from valve116 is connected to the bungee means K ahead of the low and/ormedium-pressure accumulator connections thereto, as the case may be, andso that high-pressure fluid is communicated to the cylinders 93 and rams9d of the bungees. Consequently, when high pressure is applied the cars11 are erected and firmed up relative to each other; and when highpressure is returned through valve 116 the valves 101, 102 and 103regulate to the low accumulated pressures whereby the initial runningconditions are reestablished as hereinabove described.

Referring now to the bias means D and depressor means E, balancingand/or load distribution is effected at the multiplicity of trucks T, asfollows: When high pressure is applied by opening of valve 116 ahigh-pressure responsive fluidoperated switch 117 is closed to anelectrical circuit 120 for the control of solenoid operated valvesgoverning action of the bias means D and depressor means E, the formerbeing pneumatic and the latter being hydraulic in the preferred form ofthe invention. The bias means D is the spring support of the truck Twhich operates independently of the height control means H and isnormally supplied with air pressure through an automatic load levelingvalve 121. The height control means H as it is illustrated in FIG. 10 ofthe drawings involves a hydraulic cylinder 137 that moves on a piston orram 139, as controlled by suitably pressured hydraulic lines 137 and 139to support the diaphragm 39 at the level required. The circuit 120originates through'a condition switch 122 responsive to the erectionand/or firming up of the cars 11, the switches 117 and 122 being inseries with the center pole of a double throw gravity operated switch123, or the like. The opposite poles of the switch 123 are in circuitswith respective sides of the means D, to separately control theadmission of supporting air thereto. Accordingly, there is a normallyopen solenoid operated air shut off valve 124 that is closed in theevent that switch 122 is closed for correcting an imbalance (eitherside). Valve 124 is in a holding circuit 125 (from circuit 120) andthere is a solenoid operated admission valve 126 that is opened tosupply air under pressure into the bias means D at said one side of thetruck T. It will be apparent that the valve 12% remains closed throughline 125 until circuit 120 is dropped, and that valve 126 can operateintermittently so long as circuit 120 remains closed, all ascircumstances require.

In conjunction with the foregoing operation of the bias means D, thedepressor means E at the opposite side of the truck T is operated ineach instance, as follows: The means E is provided to anchor the side ofthe truck T opposite that at which the means D is operated.Consequently, there is a crossover circuit at 127 we normally opensolenoid operated valve 128 in the hydraulic line to the means E at theside of the truck T opposite the means D being operated. Valve 128closes off the normal source of operating pressure to the cylinder andpiston means 44. There is a solenoid operated admission valve 129 thatis opened to supply hydraulic pressure into means 44 at said oppositeside of the truck T, and in each instance the valves 128 and 129 are inthe holding circuit 125, so that both remain actuated so long as thecircuit 120 is closed.

From the foregoing it will be seen that opening of the main andcontrolling high pressure valve 116 initiates the automatic erection ofthe cars 11 relative to the trucks T, the automatic firming up of thecars 11 relative to each other, and the automatic balancing and levelingof the cars and trucks relative to the vertical and/or track support.The said erecting, firming up and balancing is initiated as and when thevehicles V enter into a station or the like, preferably before'co mingto rest therein, and these conditions are then relaxed when the vehicleV departs from the station. Thus, the cooperative functions areoperative together to operate on the multiplicity of cars 11 as a wholeto effect a steadying effect during loading and unloading and all to theends of enhancing utility and increasing safety.

Having described only a typical preferred form and application of myinvention, i do not wish to be limited or restricted to the specificdetails herein set forth, but wish to reserve to myself anymodifications or variations that may appear to those skilled in the art:

lclaim:

1. A stabilized monorail comprised or at least one elongated carsuspended at opposite ends from spaced trucks and'swinging freetherefrom, said trucks having wheels with rolling engagement upon a railsupport, and including, a sway control means comprised of a bungeeextended between the truck and the car, and with a rate of movementcontroldamping swinging motion of the car relative to the truck, andwith extension means incorporated therein to override said rate ofmovement control and engaging a stop to stiffen the car relative to thetruck and preventing swinging thereof.

2. The stabilized monorail as set forth in claim 1, wherein a stiffswing depends from the "truck with permissive longitudinal andtransverse swing, and is rotatably connected to the car on a transverseaxis with permissive longitudinal swing restricted to a vertical planerelative to the elongated car, and wherein the bungee of the swaycontrol means extends transversely relative to the extent of the trackand disposition of the elongated car suspended thereunder, and saidopposite ends of the bungee being connected universally to the truck andto the stiff swing below the truck.

3. The stabilized monorail as set forth in claim 1, wherein the bungeeof the sway control means is transversely disposed relative to theextent of the track and disposition of the elongated car suspendedthereunder, and said free swinging includes permissive transverse swaythat is damped by the rate of movement control, and wherein theextension means of the bungee comprises a piston forcible to said stopby the application of fluid pressure thereby stiffening the car relativeto the truck and preventing swinging thereof.

4. The stabilized monorail as set forth in claim 1, wherein the bungeeof the sway control means is transversely disposed relative to theextent of the track and disposition of the elongated car suspendedthereunder, and said free swinging includes permissive transverse swaythat is damped by the rate of movement control, and wherein theextension means ofthe bungee comprises a piston normally displacingfluid from a cylinder and forcible to said stop by the application offluid pressure, thereby stiffening the car relative to the truck andpreventing swinging thereof.

5. The stabilized monorail as set forth in claim 1 wherein a stiff swingdepends from the truckwith permissive longitudinal and transverse swing,and is rotatably connected to the car on a transverse axis withpermissive longitudinal swing restricted to a vertical plane relative tothe elongated car, wherein the bungee of the sway control means extendstransversely relative to the extent of the track and disposition of theelongatedcars suspended thereunder, and said opposite ends of the bungeebeing connected universally to the truck and to the stiff swing belowthe truck, and wherein the bungee of the sway control means is forcibleto an extended position against said stop by the application of fluidpressure, thereby stiffening the car relative to the truck andpreventing swinging thereof.

6. A stabilized monorail comprised of at least one elongated carsuspended at opposite ends from spaced trucks and swinging freetherefrom, said trucks having wheels with rolling engagement upon a railsupport, and including, a sway control means comprised of a pair ofopposed bungees extended between opposite partsof the truck and the car,and each with a rate ofmovement control damping swing motion of the carrelative to the truck, and each with extension means incorporatedtherein to override said rate of movement control and engaging a stop tostiffen the car relative to the truck and preventing swinging thereof.

7. The stabilized monorail as set forth inclaim 6, wherein the saidbungees are normally charged with an accumulated low-pressure supply offluid thereto, and with a rate of movement control comprising a fluidtransfer line operably extending between and having a fluid restrictionto each of said bungees.

8. The stabilized monorail as set forth in claim 6, wherein the saidbungees are normally charged with an accumulated low-pressure supply offluid thereto, and with a rate of movement control comprising arestricted flow line extending therebetween, and wherein the extensionmeans of the said bungees are charged with a high-pressure supply offluid thereto and forcible to extended swing centering positions,thereby stiffening the car relative to the trucks and preventing swingthereof.

9. The stabilized monorail as set forth in claim 6, wherein the saidbungees each comprise an inner cylinder and piston unit and an outercylinder and ram unit, the said first mentioned inner cylinder and thesaid ram being combined as one and the same part, the two said unitsbeing charged with accumulated low-pressure fluid supplied thereto toextend said units one from the other, and with independent rate ofmovement controls comprising restricted flow lines extending between theopposite complementary units respectively.

10. The stabilized monorail as set forth in claim 6, wherein the saidbungees each comprise an inner cylinder and piston unit and an outercylinder and ram unit, the said first mentioned inner cylinder and thesaid ram being combined as one and the same part, the two said unitsbeing charged with accumulated low-pressure fluid supplied thereto toextend said units one from the other, and with independent rate ofmovement controls comprising restricted flow lines extending between theopposite complementary units respectively, and wherein the said cylinderand ram units of the sway control means are forcible to extended swingcentering positions, there being means applying fluid pressure toopposite bungees in excessof said accumulated fluid pressure to extendthe ramcylinder without requiring movement of the first mentionedpistons, thereby stiffening the car relative to the trucks andpreventing swinging thereof.

11. The stabilized monorail as set forth in claim 6, wherein the saidbungees each comprise an inner cylinder and piston unit and an outercylinder and ram unit, the said first and mentioned inner cylinder andthe said ram being combined as one and the same part, the inner cylinderand piston units being charged with an accumulated low fluid pressuresupplied thereto to extend the pistons thereof, the outer cylinder andpiston units being operated with an accumulated fluid pressure in excessof the first mentioned accumulated fluid pressure to extend the ramsthereof, and with independent rate of movement controls comprisingrestricted flow lines extending between the opposite complementary unitsrespectively.

12. The stabilized monorail as set forth in claim 6, wherein the saidbungees eachcomprise an inner cylinder and piston unit and an outercylinder and ram unit, the said first mentioned inner cylinder and thesaid ram being combined as one and the same part, the inner cylinder andpiston units being charged with an accumulated low fluid pressuresupplied thereto to extend the pistons thereof, the outer cylinder andpiston units being operated with an accumulated fluid pressure in excessof the first mentioned accumulated fluid pres sure to extend the ramsthereof, and with independent rate of movement controls comprisingrestricted flow lines extending between the opposite complementary unitsrespectively, and wherein the said cylinder and ram units of the swaycontrol means are forcible to extended swing centering positions, therebeing means applying fluid pressure to opposite bungees in excess of thetwo said accumulated fluid pressures to extend the ram-cylinder withoutrequiring movement of the first mentioned pistons, thereby stiffeningthe car relative to the trucks and preventing swinging thereof.

13. A stabilized monorail comprising, at least two coupled and elongatedcars suspended at their opposite ends from spaced trucks and swingingfree therefrom, said trucks having r i ll wheels with rolling engagementupon a rail support, a stiff swing depending from the truck at each carend with permissive longitudinal and transverse swing and rotatablyconnected to the car on a transverse axis with permissive longitudinalswing restricted to a vertical plane relative to the elongated car, andan interconnection means structurally joining the adjacently abuttedcars at the lower portions thereof for limited transverse misalinement,and including a sway control means comprised of bungees extendedtransversely between the trucks and cars and operable laterally betweenthe interconnection means and the cars, respectively.

14. The stabilized monorail as set forth in claim 13, wherein the saidbungees include a rate of motion control damping the said swinging andlateral movements of the cars respectively.

15. The stabilized monorail as set forth in claim 13, wherein the saidbungees include a normal rate of motion control damping the saidswinging and lateral movements of the cars respectively, and wherein thesaid bungees are forcible to extended positions, there being means toforce the bungees to said extended positions thereby stiffening the carsrelative to the trucks and relative to each other respectively.

16. The stabilized monorail as set forth in claim 13, wherein the saidinterconnection means comprises complementary tongues swivelly pivotedto the car ends respectively and extended to coupled engagement one withthe other, and wherein the said bungees are connected to the tongues tolimit transverse motion thereof, and including a rate of motion controldamping the said swinging and lateral movements of the carsrespectively.

transverse motion thereof and including a rate of motion control dampingthe said swinging and lateral movements of the cars respectively, andwherein the said bungees are forcible to extended positions, there beingmeans to force the bungees to said extended positions thereby stiffeningthe cars relative to the trucks and relative to each other respectively.

18. A stabilized monorail comprised of at least one elongated carsuspended at opposite ends from spaced trucks and swinging freetherefrom, said trucks having wheels with rolling engagement upontransversely spaced rail supports and each wheel having independentheight adjustment means carrying the trucks upon each rail support, adepressor means associated with each side of each truck to hold thetruck to the rail support, and including, a sway control means comprisedof opposed bungees extended between the truck and the car and with arate of movement control damping swinging motion of the car relative tothe truck, said height adjustment means and depressor means at oppositesides of the trucks being operable simultaneously and with means forcingsaid bungees to an extended position thereby stiffening the car relativeto the trucks and balancing the car toward the operated heightadjustment means.

19. The stabilized monorail as set forth in claim 18, and wherein thesway control means involves a fluid charged bungee and introducesaccumulated low fluid pressure thereto under normal travel conditions,and introduces fluid pressure in excess of said accumulated pressuresunder other than travel conditions, said bungee fluid being restrictedto flow thereto and therefrom, and said excess pressure forcing thebungee to the extended position to activate the height adjustment meansand depressor means for their cooperative engagement, there being abalance actuated selector determining the truck side to be heightened.

